Ground vehicle collision prevention systems and methods

ABSTRACT

The present invention comprises systems and methods for preventing collisions between aircraft and ground vehicles. In one embodiment, a system includes a proximity detection unit and a transducer proximate to a selected structural portion of an aircraft, the proximity detection unit being operable to emit ranging signals through the transducer and to receive reflected signals through the transducer to determine the position of an object within a ranging area adjacent to the structural portion. The system further includes an alarm device coupled to the proximity detection unit that is responsive to a signal generated by the proximity detection unit. In another embodiment, a method includes determining a distance between the ground service vehicle and a selected structural portion of the aircraft when the vehicle is positioned in a ranging area about the aircraft. The method further includes generating a proximity alarm based upon the distance.

FIELD OF THE INVENTION

This invention relates generally to aircraft ground operations, and moreparticularly to ground vehicle collision prevention systems and methods.

BACKGROUND OF THE INVENTION

Passenger aircraft generally require the performance of a variety ofdifferent tasks following the termination of a specific flight. Forexample, the aircraft must be refueled, cargo must be unloaded, thecabin of the aircraft must be cleaned, the lavatory wastewater must beremoved, and the galley must be re-provisioned, among other tasks.Accordingly, relatively long turnaround times are often encountered inthe operation of passenger aircraft, which adversely affects the returnon investment for an aircraft operator since the aircraft cannotgenerate revenue while sitting on the ground. Considerable effort hastherefore been devoted to systems and methods for making the aircraftready for flight in less time.

One conventional method for preparing an aircraft for flight involvesthe use of a number of special-purpose ground vehicles that maysimultaneously perform specific ground service tasks. FIG. 1 is a planview of a transport aircraft 10 positioned in a parking area 12 at anairport that will be used to describe at least a portion of the groundservice vehicles commonly encountered during aircraft serviceoperations. The ground service vehicles generally maneuver about theaircraft 10 to occupy positions about the aircraft 10 in order toperform a specific task related to servicing the aircraft 10. Forexample, passenger-loading ramps 14 may be maneuvered into position nearaircraft exit locations to permit passenger access to the aircraft 10.Cargo loading conveyors 16 may be positioned adjacent to cargocompartment doors to permit cargo to be loaded and unloaded from theaircraft 10. Cabin service vehicles 18 may also be positioned near exitlocations in the aircraft 10 to permit the galley to be re-supplied, andto perform other tasks related to maintaining the cabin of the aircraft10. Fuel service vehicles 20 may be positioned near fuel service portsin order to refuel the aircraft 10. A potable water vehicle 22 and alavatory service vehicle 24 may be positioned near the aircraft 10 inorder supply the aircraft 10 with potable water, and to removewastewater from the airplane 10. Still other types of ground vehiclesmay maneuver about the aircraft 10. For example, a tow tractor 26 isgenerally required to move the aircraft 10 about the parking area 12.Moreover, cargo pallet trains 28 may frequently maneuver about theaircraft 10 so that cargo may be transported from an airport terminalfacility to the cargo loading conveyors 16.

Consequently, during the performance of various ground serviceoperations, a plurality of service vehicles may be maneuvering and/orpositioned about the aircraft 10. A risk therefore exists that a servicevehicle may inadvertently collide with a portion of the aircraft 10while moving about the aircraft 10. Such a collision may result insignificant damage to the aircraft 10, requiring a costly andtime-consuming repair before the aircraft 10 is returned to service.Since non-metallic composite components are increasingly replacingconventional metallic structures on passenger aircraft in order toreduce weight, the likelihood that significant damage may result from aground service vehicle collision has accordingly increased. Moreover,selected portions of the aircraft 10 are particularly susceptible todamage while the aircraft 10 is positioned on the ground. For example,landing gear doors, cargo loading doors and passenger access doors aregenerally maintained in an open position during ground operations, andmay be relatively easily damaged by even a minor collision. Even incases where damage to the aircraft 10 is less significant, relativelyexpensive flight delays are often incurred since a mandated inspectionof the damaged area must be performed to determine if the damage iswithin allowable limits.

Accordingly, there is a need for a systems and methods that at leastpartially prevent a collision between a ground service vehicle and anaircraft.

SUMMARY OF THE INVENTION

The present invention comprises systems and methods for preventingcollisions between aircraft and ground vehicles. In one aspect, a groundvehicle collision prevention system includes a proximity detection unitpositioned on an aircraft and coupled to at least one transducerproximate to at least one selected structural portion of the aircraft.The proximity detection unit is operable to emit ranging signals throughthe at least one transducer and to receive reflected signals through theat least one transducer to determine the position of an object within aranging area adjacent to the selected structural portion. The systemfurther includes at least one alarm device coupled to the proximitydetection unit that is responsive to a proximity alarm signal generatedby the proximity detection unit. In another aspect of the invention, amethod of preventing a collision between an aircraft and a groundservice vehicle includes determining a distance between the groundservice vehicle and a selected structural portion of the aircraft whenthe vehicle is positioned in a ranging area about the aircraft. Themethod further includes generating a proximity alarm based upon thedistance.

BRIEF DESCRIPTION OF THE DRAWINGS

The preferred and alternative embodiments of the present invention aredescribed in detail below with reference to the following drawings.

FIG. 1 is a plan view of a transport aircraft positioned in a parkingarea at an airport in accordance with the prior art; and,

FIG. 2 is a is a block diagrammatic view of a ground vehicle collisionprevention system according to an embodiment of the invention;

FIG. 3 is a block diagrammatic view of a ground vehicle collisionprevention system according to another embodiment of the invention;

FIG. 4 is a block diagrammatic view of a ground vehicle collisionprevention system according to still another embodiment of theinvention;

FIG. 5 is a block diagrammatic view of a ground vehicle collisionprevention system according to still yet another embodiment of theinvention;

FIG. 6 is a block diagrammatic view of a ground vehicle collisionprevention system according to a further embodiment of the invention;and

FIG. 7 is a side elevation view of an aircraft having one or more of thedisclosed embodiments of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to ground vehicle collision preventionsystems and methods. Many specific details of certain embodiments of theinvention are set forth in the following description and in FIGS. 2through 7 to provide a thorough understanding of such embodiments. Oneskilled in the art, however, will understand that the present inventionmay have additional embodiments, or that the present invention may bepracticed without several of the details described in the followingdescription.

FIG. 2 is a block diagrammatic view of a ground vehicle collisionprevention system 30 according to an embodiment of the invention. Thesystem 30 includes a proximity detection unit 32 operable to generateranging signals 34 and to detect return signals 36 reflected fromobjects positioned within a ranging area 38. The proximity detectionunit 32 is further coupled to at least one transducer 40 (two shown)that is positioned proximate to an aircraft structural portion 41. Theaircraft structural portion 41 may comprise a skin portion of a fuselageof an aircraft, or other portions coupled to the fuselage, such as apassenger or a cargo door. The portion 41 may also comprise a portion ofat least one wing coupled to the fuselage. Moreover, aircraft structuralportion 41 may comprise a structure that protrudes from fuselage, suchas a drain mast, Pitot tube, or other similar structures. The proximitydetection unit 32 may be positioned on the aircraft, or may bepositioned proximate to the aircraft on a temporary support that isplaced near the aircraft when the aircraft is parked on the ground.

The at least one transducer 40 is operable to emit the ranging signals34 and to collect the return signals 36. Accordingly, and in aparticular embodiment, the proximity detection unit 32 and the at leastone transducer 40 may comprise a radio frequency detection and rangingapparatus (RADAR) operating at microwave frequencies. Alternately, andin another particular embodiment, the unit 32 and the at least onetransducer 40 may comprise an ultrasonic detection and rangingapparatus, wherein the transducer 40 is configured to emit rangingsignals 34 at ultrasonic frequencies, and also receive ultrasonic returnsignals 36. In other particular embodiments, the proximity detectionunit 32 and the at least one transducer 40 may comprise a light-baseddetection and ranging apparatus (LIDAR) using a photo-emitter and aphoto-detector, or an electromagnetic detection and ranging device thatrelies on inductive effects to detect an object positioned within theranging area 38, although other detection and ranging apparatus areknown to those skilled in the art.

The system 30 further includes at least one alarm device 42, which mayinclude an audio alarm device 44 and a visual alarm device 46. The audioalarm device 44 and the visual alarm device 46 are operable to generateacoustic energy and light, respectively, corresponding to an alarmsignal generated by the proximity detection unit 32. The at least onealarm device 42 may be positioned remotely from the proximity detectionunit 32 so that the acoustic energy and light corresponding to the alarmsignal may be perceived within the ranging area 38. For example, theaudio alarm device 40 may comprise a loudspeaker positioned within awheel well opening of an aircraft, while the visual alarm device 44 mayinclude an incandescent light source positioned on an exterior portionof the aircraft structural portion 41.

Still referring to FIG. 2, the operation of the ground vehicle collisionprevention system 30 will now be discussed. The proximity detection unit32 generates ranging signals 34 that are reflected from a ground servicevehicle 48 positioned within the ranging area 38 to yield return signals36. Accordingly, a distance between the aircraft structural portion 41and the ground service vehicle 48 may be determined by measuring a timedelay between the emission of the ranging signal 34 and the detection ofthe return signal 36, and multiplying the resulting time delay by thepropagation speed of the ranging signal 34. Accordingly, for a rangingapparatus that employs electromagnetic emissions, the speed of light isused as the propagation speed, while for an acoustic-based rangingapparatus, an acoustic propagation speed is appropriate. The proximitydetection unit 32 may be configured to generate alarm signals dependingon the distance between the aircraft structural portion 41 and theground service vehicle 48.

In one particular embodiment, the ranging area 38 may be sub-dividedinto a near field region 50, an intermediate field region 52, and afar-field region 54 so that the proximity detection unit 32 generates afirst alarm signal characteristic when the ground service vehicle 48 ispositioned in the near field region 50, a second alarm signalcharacteristic when positioned in the intermediate field region 52, anda third alarm signal characteristic when the ground service vehicle 48is positioned in the far field region 54. The first, second and thirdsignal characteristics may be selected to provide an operator of thevehicle 48 with a distinct and readily recognizable aural or visualindication that reflects the distance between the vehicle 48 and theaircraft structural portion 41. In another particular embodiment, thefirst signal characteristic includes a steady audible tone having afrequency of approximately 3000 Hz, the second signal characteristicincludes an intermittent audible tone having a first repetition rate anda frequency of approximately 1500 Hz, while the third signalcharacteristic includes an intermittent audible tone having a secondrepetition rate and a frequency of approximately 500 Hz. Thus, as thevehicle 48 moves from the far-field region 54 to the near field region50, the operator of the vehicle 48 perceives a succession of differentaural indications that vary in frequency and repetition rate.

Still other alarm signal characteristics may be employed to provide theoperator of the vehicle 48 with an aural indication of the distancebetween the vehicle 48 and the aircraft structural portion 41. Forexample, the proximity detection unit 32 may be configured to generate aplurality of audible sounds, so that a distinct sound applies to aselected portion of the aircraft structure. For example, an intermittentaudible tone having a pulse duration that is continuously frequencymodulated from approximately 2500 Hz to approximately 1500 Hz is readilyrecognizable as a “chirp” which may correspond to a first selectedaircraft structural portion, while another intermittent audible tonewith a pulse duration that is step-wise frequency modulated fromapproximately 1500 Hz to approximately 1000 Hz is readily recognizableas a “cuckoo” which may correspond to a second selected aircraftstructural portion. Having different distinct sounds assigned todifferent portions of the aircraft structure may advantageously assistoperators of different vehicles approaching different portions of theaircraft structure to discriminate between warning signals.

In another particular embodiment, the proximity detection unit 32 ofFIG. 2 may be configured with a voice synthesis apparatus operable togenerate a verbal alarm signal characteristic, which advantageously mayalso provide a verbal indication of the location of the system 30. Forexample, the voice synthesis apparatus may be configured to generate averbal alarm signal such as “REAR CARGO DOOR-CAUTION” when the vehicle48 is positioned in the intermediate field region 52 and generate averbal alarm signal such as “REAR CARGO DOOR-WARNING” when the vehicle48 moves into the near field region 50.

FIG. 3 is a block diagrammatic view of a ground vehicle collisionprevention system 60 according to another embodiment of the invention.Many of the details of the system 60 have been discussed in detail inconnection with previous embodiments, and in the interest of brevity,will not be described further. The system 60 includes a proximitydetection unit 32 coupled to at least one transducer 40 that ispositioned proximate to an aircraft structural portion 41. Thetransducer 40 emits the ranging signals 34 generated by the proximitydetection unit 32 and collects the return signals 36 reflected from aground service vehicle 62. In this embodiment, a ground service vehicle62 includes a proximity detection unit 64 that is coupled to at leastone transducer 66 that is positioned on a portion of the vehicle 62 thatemits ranging signals 68 generated by the proximity detection unit 64and to collect return signals 70 reflected from the aircraft structuralportion 41. The proximity detection unit 64 is also configured togenerate alarm signals depending on the distance between the aircraftstructural portion 41 and the ground service vehicle 62, which may becommunicated to an audio alarm device 72, although a visual alarm device(not shown in FIG. 3) may also be present.

The foregoing system 60 provides two independent proximity detectionunits that advantageously provide redundancy. As a result, if a failureoccurs in either the proximity detection unit 32 or the proximitydetection unit 64, or in any of the components associated with theproximity detection unit 32 or the proximity detection unit 64, thecollision avoidance capabilities afforded by the system 60 remainintact. This capability may be important when power has been removedfrom the aircraft, or a failure has occurred in the proximity detectionunit 32. The foregoing system 60 has further advantages. For example, ifthe transducer 40 is inadvertently obstructed and cannot exchange thesignals 30 and 36 with the vehicle 62, the proximity detection unit 64and the transducer 66 on the vehicle 62 may remain operational toprovide the desired collision avoidance awareness to an operator of thevehicle 62.

FIG. 4 is a block diagrammatic view of a ground vehicle collisionprevention system 80 according to still another embodiment of theinvention. Many of the details of the system 80 have been discussed indetail in connection with previous embodiments, and in the interest ofbrevity, will not be described further. The system 80 includes aproximity detection unit 82 operable to generate ranging signals 34 andto detect return signals 36 within the ranging area 38 through at leastone transducer 40 that is positioned proximate to the aircraftstructural portion 41. The alarm signals generated by the proximitydetection unit 82 may be communicated to an audio alarm device 44, orother alarm devices. In this embodiment, the proximity detection unit 82further includes a control transmitter 84 that is coupled to a controltransmitting transducer 86. The control transmitter 84 is furtherconfigured to receive alarm signals generated by the unit 82. Thecontrol transmitter 84 and the control transmitting transducer 86 areoperable to transmit a control signal 88 to a control receivingtransducer 90 that is coupled to a control receiver 92 positioned on aground service vehicle 94. In one particular embodiment, the controltransmitter 84 and the control receiver 92 are configured to transmitthe control signal 88 wirelessly. In alternate embodiments, a controlwire, cable, or other physical connection may be employed. Accordingly,the transmitter 84 may communicate the control signal 88 to the receiver92 by electromagnetic means, including radio frequency (RF) and light,or by ultrasonic means.

Still referring to FIG. 4, the control receiver 92 is coupled to acontrol system 96 positioned on the vehicle 94 that is operable to stopmovement of the vehicle 94 when the critical proximity signal isreceived. For example, if the vehicle 96 is an electric powered vehicle,the control system 96 may be configured to interrupt current between anelectrical power supply and an electric traction motor in the vehicle96. Alternately, if the vehicle 96 is powered by a conventional gasolineor diesel engine, the control system 96 may be configured to interruptthe operation of an ignition system, or interrupt a fuel flow to theengine, respectively. The control system 96 may be further configured toactuate a vehicle braking system in response to receiving the criticalproximity signal, or any combination of the above-referenced actions maybe employed.

The operation of the system 80 of FIG. 4 will now be described. When theground service vehicle 94 is positioned within the far field region 54,or within the intermediate field region 52, alarm signals as previouslydescribed may be generated by the proximity detection unit 82, which maybe relayed to an operator of the vehicle 94 by the audio alarm device44. When the vehicle 94 moves from the intermediate field region 52 andinto the near field region 50, the alarm signal generated by theproximity detection unit 82 again changes, and a corresponding audiblesignal is relayed to the operator of the vehicle 94 by the audio alarmdevice 44. At a critical distance “d”, a critical alarm signal isgenerated by the proximity detection unit 82, which is communicated tothe control transmitter 84. The control signal 88 is transmitted to thecontrol receiver 92, which, in turn, communicates an appropriate signalto the control system 96 to stop motion of the vehicle 96.

FIG. 5 is a block diagrammatic view of a ground vehicle collisionprevention system 100 according to still yet another embodiment of theinvention. Many of the details of the system 100 have been discussed indetail in connection with previous embodiments, and in the interest ofbrevity, will not be described further. The system 100 includes aproximity detection unit 102 operable to generate ranging signals 34 andto detect return signals 36 within the ranging area 38 through at leastone transducer 40. The alarm signals generated by the proximitydetection unit 102 may be communicated to an audio alarm device 44, orother similar alarm devices in order to inform the operator of a groundservice vehicle 104. The proximity detection unit 102 further includesan aircraft processor 103 that includes selected information pertainingto the aircraft, as will be discussed in greater detail below.

As further shown in FIG. 5, the proximity detection unit 102 alsoincludes a data link transceiver 106 that is coupled to a data linktransducer 108. The data link transceiver 106 and the data linktransducer 108 are operable to exchange signals 110 with a correspondingdata link transceiver 112 through a data link transducer 114, thuscomprising a data link 111 between the proximity detection unit 102 andthe vehicle 104. The data link transducer 112 may be coupled to a datalink processor 113 that provides data access and other controlfunctions, as will be explained in detail below. In this embodiment, thedata link transceiver 106 and the data link transceiver 112 areconfigured to communicate the signals 110 wirelessly. Accordingly, thedata link transceiver 106 and the data link transceiver 112 maycommunicate the signals 110 by electromagnetic means, including radiofrequency (RF) and light, or by ultrasonic means.

The operation of the system 100 of FIG. 5 will now be described. As thevehicle 104 approaches the aircraft structural portion 41, the proximitydetection unit 102 determines the position of the vehicle 104 in themanner previously described. The data link 111 further assists thevehicle 104 by exchanging information with the proximity detection unit102. For example, the data link processor 113 may contain a memorydevice having information regarding the vehicle 104, including vehicledimensions, which is communicated to the proximity detection unit 102 bythe data link 111. The aircraft processor 103 correspondingly containsaircraft-related information, which may include information regardingvehicle compatibility. The proximity detection unit 102 may accordinglyalter the locations of the near field region 50, the intermediate fieldregion 52 and the outer field region 54 depending on the informationreceived from the data link processor 113. Alternately, the data linkprocessor 113 may communicate with the proximity detection unit 102through the data link 111 to determine if the vehicle 104 is compatiblewith the aircraft on which the proximity detection unit 102 ispositioned. For example, if a ground service vehicle such as acargo-loading conveyor (see FIG. 1) is suitable for use with a BoeingModel 737 airplane, the cargo loading conveyor would identify itself tothe proximity detection unit 102 positioned on 737 airplane through thedata link 111. The proximity detection unit 102, in turn, accesses theaircraft processor 103 and, assuming the aircraft is a Boeing Model 737,generates a return signal that is transmitted through the data link 111acknowledging the compatibility. In contrast, if the same conveyoridentified itself to a Boeing Model 747 airplane, the conveyor wouldreceive a return signal by means of the data link 111 indicating thatthe conveyer is not suitable for use with the 747 airplane. Anidentification of aircraft-ground vehicle compatibility may thusadvantageously prevent damage to an aircraft through the use ofincompatible equipment.

The ability to communicate signals 110 by means of the data link 111 mayafford still other advantages. For example, in still another particularembodiment, the data link 111 may be used to communicate information tothe proximity detection unit 102 that includes an identity of anoperator of the vehicle 104, and if a collision occurs between thevehicle 104 and the aircraft structural portion 41, the data link 111may be further employed to communicate the time of the collision and thelocation of the aircraft structural portion 41.

FIG. 6 is a block diagrammatic view of a ground vehicle collisionprevention system 120 according to a further embodiment of theinvention. The system 120 includes a proximity detection unit 122operable to receive ground position information 124 through a receiver126, such as a Ground Positioning System (GPS) receiver. A vehicle 128is similarly configured to receive ground position information 130through a receiver 132, which may also be a GPS receiver. The receiver132 is coupled to a transceiver 134 operable to exchange signals 136with the proximity detection unit 122, thus forming a data link 138between the proximity detection unit 122 and the vehicle 128 throughwhich the ground positioning information 124 and the ground positioninginformation 130 may be exchanged. Accordingly, the ground positioninformation 124 pertaining to the aircraft structural portion 41 and theground position information 130 of the vehicle 128 may be processed bythe proximity detection unit 122 to determine a relative distancebetween the aircraft structural portion 41 and the vehicle 128, and togenerate appropriate alarm signals (or control signals, etc.) as thevehicle 128 moves through the ranging area 38.

Those skilled in the art will also readily recognize that the foregoingembodiments may be incorporated into a wide variety of differentsystems. Referring now in particular to FIG. 7, a side elevation view ofan aircraft 300 having one or more of the disclosed embodiments of thepresent invention is shown. With the exception of the embodimentsaccording to the present invention, the aircraft 300 includes componentsand subsystems generally known in the pertinent art, and in the interestof brevity, will not be described further. The aircraft 300 generallyincludes one or more propulsion units 302 that are coupled to wingassemblies 304, or alternately, to a fuselage 306 or even other portionsof the aircraft 300. Additionally, the aircraft 300 also includes a tailassembly 308 and a landing assembly 310 coupled to the fuselage 306. Theaircraft 300 further includes other systems and subsystems generallyrequired for the proper operation of the aircraft 300. For example, theaircraft 300 includes a flight control system 312 (not shown in FIG. 7),as well as a plurality of other electrical, mechanical andelectromechanical systems that cooperatively perform a variety of tasksnecessary for the operation of the aircraft 300. Accordingly, theaircraft 300 is generally representative of a commercial passengeraircraft, which may include, for example, the 737, 747, 757, 767 and 777commercial passenger aircraft available from The Boeing Company ofChicago, Ill. Although the aircraft 300 shown in FIG. 7 generally showsa commercial passenger aircraft, it is understood that the variousembodiments of the present invention may also be incorporated intoflight vehicles of other types. Examples of such flight vehicles mayinclude manned or even unmanned military aircraft, rotary wing aircraft,or even ballistic flight vehicles, as illustrated more fully in variousdescriptive volumes, such as Jane's All The World's Aircraft, availablefrom Jane's Information Group, Ltd. of Coulsdon, Surrey, UK.

With reference still to FIG. 7, the aircraft 300 may include one or moreof the embodiments of the ground vehicle collision prevention system 314according to the present invention, which may operate in associationwith the various systems and sub-systems of the aircraft 300. AlthoughFIG. 7 shows the one or more embodiments of the ground vehicle collisionprevention system 314 as an integral portion of the aircraft 300, oneskilled in the art will readily understand that the one or moreembodiments of the ground vehicle collision prevention system 314 mayalso be incorporated into a portable device that may be remotelypositioned and separately coupled to the aircraft 300.

While preferred and alternate embodiments of the invention have beenillustrated and described, as noted above, many changes can be madewithout departing from the spirit and scope of the invention.Accordingly, the scope of the invention is not limited by the disclosureof these preferred and alternate embodiments. Instead, the inventionshould be determined entirely by reference to the claims that follow.

1. A ground vehicle collision prevention system, comprising: a proximitydetection unit positioned at least proximate to an aircraft and coupledto at least one transducer proximate to at least one selected structuralportion of the aircraft, the proximity detection unit being operable toemit ranging signals through the at least one transducer and to receivereflected signals through the at least one transducer to determine theposition of an object within a ranging area adjacent to the selectedstructural portion, wherein the ranging area is subdivided into at leasta first field region adjacent to the at least one selected structuralportion, and the proximity detection unit is operable to generate afirst alarm signal characteristic when the object is positioned withinthe first field region; a second field region adjacent to the firstfield region and spaced apart from the at least one structural portion,wherein the proximity detection unit is operable to generate a secondalarm signal characteristic when the object is positioned within thesecond field region; and at least one alarm device coupled to theproximity detection unit that is responsive to a proximity alarm signalgenerated by the proximity detection unit.
 2. The system of claim 1,wherein the proximity detection unit comprises a light frequencydetection and ranging apparatus (LIDAR), and the at least one transducercomprises a photo emitter and photo detector suited for use at lightfrequencies.
 3. The system of claim 1, wherein the at least one alarmdevice comprises at least one of an audio alarm device and a visualalarm device.
 4. The system of claim 1, wherein the first alarm signalis a first audible message that provides a verbal caution to anoperator.
 5. The system of claim 4, wherein the first alarm signalcharacteristic comprises a steady audible tone at a selected audiofrequency.
 6. The system of claim 4, wherein the second alarm signal isa second audible message that provides a verbal warning to an operator.7. The system of claim 6, wherein the second alarm signal characteristiccomprises an intermittent audible tone at a selected audio frequency. 8.The system of claim 6, further comprising a third field region adjacentto the second field region and spaced apart from the first field region,wherein the proximity detection unit is operable to generate a thirdalarm signal characteristic when the object is positioned within thethird field region.
 9. The system of claim 8, wherein the third alarmsignal characteristic comprises an intermittent audible tone at aselected audio frequency.
 10. A ground vehicle collision preventionsystem, comprising: an aircraft-based proximity detection unitpositioned on at least one of a fuselage or a wing coupled to anaircraft and coupled to at least one aircraft-based transducer proximateto at least one selected structural portion of the aircraft, theaircraft-based proximity detection unit being operable to emit rangingsignals through the at least one aircraft-based transducer and toreceive reflected signals through the at least one aircraft-basedtransducer, the aircraft-based proximity detection unit being operableto generate a proximity alarm signal when the vehicle is detected withina ranging area, the proximity alarm signal being communicated to atleast one aircraft-based alarm device; and a vehicle-based proximitydetection unit positioned on the vehicle and coupled to at least onevehicle-based transducer positioned on the vehicle, the vehicle-basedproximity detection unit being operable to emit ranging signals throughthe at least one vehicle-based transducer positioned on the vehicle andto receive reflected signals through the at least one vehicle-basedtransducer, the vehicle-based proximity detection unit being operable togenerate a proximity alarm signal when the vehicle is within the rangingarea, the proximity alarm signal being communicated to at least onevehicle-based alarm device.
 11. The system of claim 9, wherein at leastone of the aircraft-based proximity detection unit and the vehicle-basedproximity detection unit comprises a light frequency detection andranging apparatus (LIDAR).
 12. The system of claim 9, wherein the atleast one aircraft-based alarm device and the at least one vehicle-basedalarm device comprises at least one of an audio alarm device and avisual alarm device.
 13. A ground vehicle collision prevention system,comprising: a proximity detection unit positioned at least proximate toan aircraft and coupled to at least one transducer proximate to at leastone selected structural portion of the aircraft, the proximity detectionunit being operable to emit ranging signals through the at least onetransducer and to receive reflected signals through the at least onetransducer, the proximity detection unit being operable to generate aproximity alarm signal when a vehicle is detected within a ranging area,the proximity alarm signal further including a critical proximity alarmsignal that is generated when the vehicle is positioned at apredetermined critical distance from the at least one selectedstructural portion of the aircraft; a transmitter coupled to theproximity detection unit that is operable to transmit the criticalproximity alarm signal to a corresponding receiver positioned in thevehicle; and a control system coupled to the receiver that is operableto stop motion of the vehicle when the critical proximity alarm signalis received.
 14. The system of claim 13, wherein the proximity detectionunit comprises a light frequency detection and ranging apparatus(LIDAR), and the at least one transducer comprises a photoemitter andphotodetector suited for use at light frequencies.
 15. The system ofclaim 13, further comprising at least one of an audio alarm device and avisual alarm device configured to receive the proximity alarm signals.16. The system of claim 13, wherein the vehicle includes an electricalenergy source coupled to an electric motor, and the control system isoperable to interrupt a current between the electrical energy source andthe electric motor when the critical proximity alarm signal is received.17. A ground vehicle collision prevention system, comprising: aproximity detection unit positioned at least proximate to an aircraftand coupled to at least one transducer proximate to at least oneselected structural portion of the aircraft, the proximity detectionunit being operable to emit ranging signals through the at least onetransducer and to receive reflected signals through the at least onetransducer, the proximity detection unit being operable to generate aproximity alarm signal when the vehicle is detected within a rangingarea adjacent to the selected structural portion; a first transceivercoupled to the proximity detection unit and operable to exchangeinformation with a second transceiver positioned on the vehicle; a firstprocessor coupled to the proximity detection unit operable to storeselected aircraft information; and a second processor coupled to secondtransceiver operable to store selected vehicle information.
 18. Thesystem of claim 17, wherein the proximity detection unit comprises alight frequency detection and ranging apparatus (LIDAR), and the atleast one transducer comprises a photoemitter and photodetector suitedfor use at light frequencies.
 19. The system of claim 17, wherein theselected aircraft information includes at least one of an aircraft modeland selected aircraft dimensional information.
 20. The system of claim17, wherein the selected vehicle information includes at least one of avehicle model, selected vehicle dimensional information and an identityof a vehicle operator.
 21. The system of claim 17, further comprising atleast one of an audio alarm device and a visual alarm device configuredto receive the proximity alarm signals.
 22. An aerospace vehicle,comprising: a fuselage; a propulsion system operatively coupled to thefuselage; and a ground vehicle collision prevention system including: aproximity detection unit positioned on the aerospace vehicle and coupledto at least one transducer proximate to at least one selected structuralportion of the aerospace vehicle, the proximity detection unit beingoperable to emit ranging signals through the at least one transducer andto receive reflected signals through the at least one transducer todetermine the position of an object within a ranging area adjacent tothe selected structural portion, wherein the ranging area is subdividedinto at least a first field region adjacent to the at least one selectedstructural portion, and the proximity detection unit is operable togenerate a first alarm signal characteristic when the object ispositioned within the first field region; a second field region adjacentto the first field region and spaced apart from the at least onestructural portion, wherein the proximity detection unit is operable togenerate a second alarm signal characteristic when the object ispositioned within the second field region; and a response unit coupledto the proximity detection unit that is responsive to a proximity alarmsignal generated by the proximity detection unit, the response unitincluding at least one of an alarm device adapted to transmit a warningsignal to an operator of a ground vehicle and a control signal generatoradapted to transmit a control signal to a control system of the groundvehicle.
 23. The aerospace vehicle of claim 22, wherein the proximitydetection unit comprises a light frequency detection and rangingapparatus (LIDAR), and the at least one transducer comprises aphotoemitter and photodetector suited for use at light frequencies. 24.The aerospace vehicle of claim 22, wherein the at least one alarm devicecomprises at least one of an audio alarm device and a visual alarmdevice.
 25. The aerospace vehicle of claim 22, wherein the first alarmsignal is a first audible message that provides a verbal caution to anoperator.
 26. The aerospace vehicle of claim 25, wherein the first alarmsignal characteristic comprises a steady audible tone at a selectedaudio frequency.
 27. The aerospace vehicle of claim 25, wherein thesecond alarm signal is a second audible message that provides a verbalwarning to an operator.
 28. The aerospace vehicle of claim 27, whereinthe second alarm signal characteristic comprises an intermittent audibletone at a selected audio frequency.
 29. The aerospace vehicle of claim27, further comprising a third field region adjacent to the second fieldregion and spaced apart from the first field region, wherein theproximity detection unit is operable to generate a third alarm signalcharacteristic when the object is positioned within the third fieldregion.
 30. The aerospace vehicle of claim 29, wherein the third alarmsignal characteristic comprises an intermittent audible tone at aselected audio frequency.
 31. A method of preventing a collision betweenan aircraft and a ground service vehicle, comprising: determining adistance between the ground service vehicle and a selected structuralportion of the aircraft when the vehicle is positioned in a rangingarea; and generating at least one of a proximity alarm to an operator ofthe vehicle, and a control signal to a control system of the vehicle,based upon the distance, wherein the alarm is an audible message thatprovides a verbal indication of a location of the ground servicevehicle.
 32. The method of claim 31, wherein determining a distancebetween the ground service vehicle and a selected structural portion ofthe aircraft further comprises determining the distance using a lightfrequency detection and ranging apparatus (LIDAR).
 33. The method ofclaim 31, wherein generating a proximity alarm based upon the distancefurther comprises generating at least one of an audible alarm and avisible alarm.
 34. The method of claim 31, wherein generating aproximity alarm based upon the distance further comprises subdividingthe ranging area into at least a first field region adjacent to the atleast one selected structural portion, and generating a first alarmsignal characteristic when the vehicle is positioned within the firstfield region.
 35. The method of claim 34, wherein generating a firstalarm signal characteristic further comprises generating a steadyaudible tone at a selected audio frequency.
 36. The method of claim 34,wherein subdividing the ranging area into at least a first field regionadjacent to the at least one selected structural portion furthercomprises subdividing the ranging area into a second field regionadjacent to the first field region and spaced apart from the at leastone structural portion, and generating a second alarm signalcharacteristic when the vehicle is positioned within the second fieldregion.
 37. The method of claim 34, wherein the second alarm signalcharacteristic comprises an intermittent audible tone at a selectedaudio frequency.
 38. The method of claim 36, wherein subdividing theranging area into a second field region adjacent to the first fieldregion further comprises subdividing the second field region into athird field region adjacent to the second field region and spaced apartfrom the first field region, and generating a third alarm signalcharacteristic when the vehicle is positioned within the third fieldregion.
 39. The method of claim 38, wherein generating the third alarmsignal characteristic comprises generating an intermittent audible toneat a selected audio frequency.
 40. A ground vehicle collision preventionsystem for use with an aircraft, comprising: a proximity detection unitadapted to be positioned at least proximate to the aircraft andincluding a sensor adapted to emit at least one ranging signal and toreceive at least one reflected signal to determine the position of anobject within a ranging area proximate the aircraft; an electricalenergy source coupled to an electric motor configured in a groundvehicle; and a response unit coupled to the proximity detection unit,the response unit including a controller adapted to transmit a controlsignal to a control system of the ground vehicle, in response to the atleast one reflected signal, the control system operable to interrupt acurrent between the electrical energy source and the electric motor whenthe round vehicle is within the ranging area.